Automotive variable-speed transmis



1954 G. T. RANDOL AUTOMOTIVE VARIABLE-SPEED TRANSMISSION AND CONTROL MECHANISM THEREFOR Original Filed May 20, 1946 7 Sheets-Sheet l INVENTOR: BY Glenn T. Randal,

ATTORNEY.

Feb. 9, 1954 T, RANDOL Re. 23,780 AUTOMOTIVE VARIABLE-SPEED TRANSMISSION AND CONTROL MECHANISM THEREFOR Original Filed May 20, 1946 7 Sheets-Sheet 2 11V VEN TOR 2 Glenn T. Randal;

fJQ/f A TTORNE Y.

1954 G. T. RANDOL AUTOMOTIVE VARIABLE-SPEED TRANSMISSION AND CONTROL. MECHANISM THEREFOR Original Filed May 20, 1946 7 Sheets-Sheet 5 INVENTOR; 3;? T. Honda], 31 7 ATTORNEY.

Re. 23,780 -SPEED TRANSMISSION AND CONTROL MECHANISM THEREFOR Original Filed May 20, 1946 Feb. 9, 1954 G. T. RANDOL AUTOMOTIVE VARIABLE 7 Sheets-Sheet 4 A TORNEY.

Feb. 9, 1954 G. T. RANDOL 23,780

AUTOMOTIVE VARIABLE-SPEED TRANSMISSION AND CONTROL.- MECHANISM THEREFOR Original Filed May 20, 1946 '7 Sheets-Sheet 5 R x MI W No R W m mm T R. A If n Feb. 9, 1954 G. T. RANDOL 23,780

AUTOMOTIVE VARIABLE-SPEED TRANSMISSION AND CONTROL MECHANISM THEREFOR Original Filed May 20, 1946 7 Sheets-Sheet 6 INVENTOR: Glenn T. Randal,

fyof m Feb. 9, 1954 RANDOL Re. 23,780

- AUTOMOTIVE! VARIABLE-SPEED TRANSMISSION AND CONTROL. MECHANISM THEREFOR Original Filed May 20, 1946 7 Sheets-Sheet 7 INVENTOR: Glenn T. Randal,

BY TOR/vs x Rea-lied Feb. 9, 1954 AUTOMOTIVE sam" VARIABLE-SPEED AND CONTROL MECHANISM mancm '1'. Randal, Mountain m. Park, in.

No. 2,578,740} ems December is, 1951,

Serial No. 671,088, May 20, 1946.

Application for reissue February 19, 1952, Serial No. 272,462

as Claims. (01. 71-333) Matter enclosed in heavy brackets I: appears in the original patent but forms no part of tilt reissue specification; matter printed in italics indicates "the addition.

This invention relates to automotive power transmissions, and more particularly to improvements in the transmission drive-mechanism such that all the speeds are of the positive-drive type for transmitting power from the engine to the driving wheels o1 motor vehicles.

One of the primary objects of the invention is to produce an improved variable-speed transmission and control means whereby a plurality of different forward speeds may be selectively established in a noiseless and eflfortless manner following movement of a manually-operated control member to a predetermined position.

A further important object of the present invention is to produce in a change-speed transmission, three forward speed two-way drives responsive to a novel and improved personallycontrolled drive element shiftable selectively to two positions of uninterrupted meshing relation with another drive element, one of said positions causinglow speed drive to be efiective and the other position conditions the transmission for forward drive in either intermediate or high speed and renders the low speed drive ineflective as a. drive.

Another salient feature is the provision in two-wan drive mechanism of a novel slidable gear meshable with another gear for establishing in part a certain drive condition, said slidable gear operablv incorporatinga one-wag coupling and two independent positive coupling elements including a cooperating member slidable in parallel relation with said slidable gear in connected relation with one of said coupling elements for rendering the one-way coupling imperative and completing the aforesaid drive condition, said slidable gear being slidable relatively to said cooperating member for disconnecting said one coupling element therefromto render the one way coupling operative and disable the ajoresaid drive condition, and sequentially connecting the other coupling element to an independent cooperating member common to the other drive conditions for conditioning for operation said other drives with the two aforesaid gears in meshing relation.

Another object is to produce an improved variable-speed drive transmission having a slidable lower speed ratio gear which, aiter being meshed with a companion gear to establish said lower speed ratio drive, need not be unmeshed madebyreissue.

. 2 individually selected and established while a slidable gear 01 another speed drive is in meshed condition with a companion gear. which meshing condition is ineifective to interfere with the establishment of the said first-meatball speed drives.

A still further object is to produce a novel change-speed transmission and control means therefor which will accommodate a low speed ratio drive to be established by moving a slidable gear into meshed relation with a'companion gear, and a plurality of higher speed drives to be conditioned for selective establishment by an additional sliding movement of the slidable gear, but without demeshing it from the said companion gear.

Yet a further object is'to associate with the sliding gear of the transmission above referred to, means for insuring that the lower 01' the higher speeds will be the first speed established after the sliding gear is given the said additional movement.

Yet another and more specific object of my invention is to produce a variable speed transmission which can be, as for example, controlled by motor power and/or manually actuated mechanisms, whereby the operator can obtain the lowest forward speed drive by a manual setting of a hand lever in a predetermined position, and then subsequently obtain; without demeshing the gearset comprising the lowest speed drive, alternate operatlveness or two other higher speed drives by successive movements of an actuating member upon setting said hand lever in a different predetermined position, said transmission and control mechanism also being so constructed and arranged that the transmission can be neutralized at will by return of said .hand lever from either or the aforementioned positions to an inoperative position thereof; whereupon, the control mechanism will be automatically conditioned so that upon a subsequent resetting of the hand lever to its second-named operative position, and operation of the said acduring selective establishment of higher speed ratio drives. A further object is to produce an improved variable-drive transmission which will accomg modate a-series oi forward speed-drives to be tuating member, the lower of the two'hlgher speed drives will be caused to be first operative.

Another object is to produce an improved variable-speed transmission with a control mechanism therefor which will enable the operator to condition for operation the gearing of one of two speeds by causing a lower speed independent or the said'two speeds to be operative by moving a predetermined manual member from a position wherein the transmission is inoperative to another position.

A further object is to provide in an improved 3 y) variable-speed transmission a single movable unit comprising a low speed drive slidable meshing gear and a one-way clutch means operably incorporated therein for accommodating the low speed meshing gears to remain meshed while other higher speeds are selectively operative.

A still further object is to provide in a variable speed transmission an improved slidable unit and associated parts which, by a sliding operation thereof, will effect the establishment of an inoperative condition of the gearing, and an operative condition of two-way drive reverse, low, and a range control of intermediate and high speeds.

Another object is to provide in a variablespeed transmission an improved sliding unit comprising a. low speed drive gear having an over-running clutch means, and positive clutch means operatively associated therewith in such manner that sliding movement of said unit con trols neutralization of the transmission and the establishment of positive two-way drives in reverse, low, second (intermediate) and high speeds with said second and high speeds being selectively establishable without demeshing the low speed ratio gear with which the gear or the unit is arranged to mesh to establish the low speed drive.

Other objects of the invention will become apparent from the following description taken in connection with theaccompanying drawings showing a preferred embodiment.

In the drawings:

Figure 1 is a side view of a portion of a motor vehicle showing a variable-speed drive transmission and control means therefor which embody my invention, the parts shown being in positions assumed when the hand lever is in Drive" range position with the clutch and shift actuator pedal [disengaged] actuated;

Figure 2 is an enlarged side view of the cover plate sideof the transmission box with the parts being shown in the same position as in Figure 1 wherein second orintermediate speed drive has been established by depressing the control p q Figure 3 is a longitudinal sectional view through the transmission box showing the gearing and certain other parts therein, said view being taken on the line 3-3 of Figure 1;

Figure 4 is another longitudinal sectional'view through the transmission box, said view being taken on the line 4-4 of Figure 3;

Figure 5 is an enlarged sectional view showing the relationship of the sliding unit including the combined low and reverse gear and the lock-up clutch therefor as viewed in Figure 4 wherein the unit is moved to its Drive" range position and the lock-up clutch is inoperative;

Figure 6 is a cross sectional view of the transmission taken on line B6 of Figure 2;

Figure '7 is a view of the cover plate side of the transmission box similar to the forward part of Figure 2, but showing the position the parts assume when high speed drive is established as the result of a depressing of the shift-actuator pedal;

Figure 8 is a sectional view taken on the line 8-8 of Figure '1 and showing the position of certain parts in the transmission box when high speed drive is established;

Figures 9 and 10 are cross sectional views through the sliding unit, said views being taken on the lines 9'9 and Ill-ll, respectively, of Figure 4 Figure 11 is a perspective view of the double arm lever on the cover plate of'the transmission box employable as part of the actuating means for alternately establishing intermediate and high speed drives;

showninFigui-e 13;

Figure 15 is a view of the rear portion of the gearing structure showing the sliding unit in the position assumed when reverse speed drive is established;

Figure 16 is a sectional view taken on the line 16-46 of Figure 15 showing the locked-up condition of the gear of the sliding unit when reverse speed drive is established as shown in Figure 15;

Figure 17 is a sectional view taken on the line l|l I of Figure 15 showing thei er gear meshed by the gear of-the sliding uni to establish reverse speed drive;

Figure 18 is a view of the gear-shifting lever and associated parts as viewed from line ll-ll of Figure 1; and

Figure 19 is a view or the shift-control structure at the lower end of the shift-control shaft mounted on the steering column as viewed from line I9-|8 of Figure 1.

Referring to Figure 1, the intemal-combustion engine I of the motor vehicle is connected to the propeller shaft 2 by my novel variable-speed transmission 3 mounted in the housing or box 4, which is an improvement associated with and related to the change-speed gear transmission per se disclosed in my prior co-pending United States application, Serial No. 539,215, filed June 7. 1944, and entitled Automotive Variable-Drive PowerTransmission." Inter-posed between said engine and change-speed gearing is the usual fluid-coupling and/or friction clutch (not shown) which are contained in the engine flywheel hous- 7 ing 5. The actuator pedal 8 is secured to a clutch operating shaft 1 journaled in the forward end of the transmission housing and operably connected to actuate the clutch and certain drives of the transmission, for purposes of illustration, as will be hereinafter described in detail. The clutch and speed-changing control pedal 8 is 11- lustrated as an example only, which will become apparent from the disclosure to anyone skilled in the art, since other actuating means" for shifting between intermediate and high speeds may be employed; such as, for example, vacuum-power or fluid-pressure servomotor means, both of which come within the realm of reasonable equivalents in the patent sense.

As best shown in Figures 3 and 4, the [drive] driving shaft 8 of the change-speed gearing is iournaled in the forward end wall of the transmission housing 4 and has formed on its inner end a driving gear l. This gear is in constant mesh with gear ll of a cluster of countershaft gears rotatably mounted on iixedshaft ll posi-. tioned in the housing I at the side of and parallel to the axis of the drive shaft. The driven shaft II, which is connected to the propeller shaft 2 by the usual universal joint (not shown) is journaled in the rear end wall of the housing and has its piloted iii gear I of the [drive] This driven shaft has a rear portion II and a smooth reduced diameter portion II at its' forward end.- The rearsplined portion is of thedriven's'hafthassplines Ii and 'mormted thereon is a slidable unit generally indicated by'the letter U, which will be later described in detail. This imit carries a combined low and gear is which is capable, when the unit is in certain positions, of meshing with low gear I! of the cluster of gears which is driven from the [drive] driving shaft'through gear it previously referred to, and when in still another position it will mesh with an idlergear II which is constantly driven by a gearfllon the rear end ofthe cluster of gears (see Figures 3 M15) to establish reverse gear drive. When the unit is so positioned that the combined low and reverse gear II is intermediate the gear I! and the idler gear II and out'of mesh with both of said gears, it will be in it's neutral condition and, as will later be described, the on as a whole will also be in an inoperative or neutral condition wherein power cannot be transmitted thereby.

The smooth forward end ll of the driven shaft has rotatably mounted thereon a sleeve 2| and formed on the rear end.thereof are clutch teeth 2!. These clutch teeth are adapted to cooperate with clutch teeth 22 carried by the slidable unit U. when teeth 22 are engaged with teeth 2|, as shown in Figures 3 and 4, sleeve-2| will be connected to the driven shaft through unit ;U which conditions the transmission for fonoai'd drive in either intermediate or high speed. when the clutch teeth 22 are disengaged, the driven shaft can rotate relatively to the sleeve.

Rotatably journaled on sleeve 20 isa second or intermediate speed gear 23 which is in constant mesh with a gear 24 of the aforementioned clusforward end "driving: shaft.

ter of gears. The gear 22 is held from longitudinal movement with respect to the sleeve by a pin 25 carried by the sleeve and projecting; into an ,annular groove 2i in the gear. The forward side o'fg'ear 22 carries clutch teeth 21 and extending beyond these teeth is an annular flange'2l having' a conical surface 2!. On this flange is mounted an annular synchronizing element 3| a operatesaballllearriedbymember l2 and .biased to engage the surfaces 46 by a spring II.

The teeth Ii on the clutch element are of such length that they can be simultaneously in engagement with the teeth of both of the synchronizing elements.- However, the teeth will n engage ,those of one of the synchronizing elements w ver the clutch element is moved toengage ththeteethonthegearwithwhich the elemerit is 'ted. Due to the springpressed-ball II and the surfaces It on the clutch element, the clutch elemmt will always be caused to be biased toward engagement with the teeth on one of the gears 23 or O. Thusthere is no estoblishable neutral position for the clutch element.

Hitbeassumedasbe'stshowninligure 4,that clutch element 44 is in a position to connect the second speed gear with sleeve 2| and it is desired to shift the clutch element to connect the driving shaft 8 to sleeve 20, the movement of the clutch l5 engage teeth 24. when the clutch element ll v element to the left will, by means of the springpressedballs acting on' the inclined surfaces, cause the synchronizing element 31 to become operative. This will tend to bring the speed of the clutch element M to the same speed as 'the driving shaft l.- Continued movement of the clutch element ll to the left will then result in teeth is en aging with teeth a to establish the driving connection between sleeve 2. and the driving shaft. The teeth 45 will be disengaged from teeth 21 of the second speed gear just prior to engagement of teeth l5'wlth ,teeth 24. Due to the arrangement of inclined surfaces 46, the synchronizing action will cease at'the time teeth is returned to engagement with teeth 21 of gear 23 the synchronizing element II will be caused to be operative in the same way as synchronizhaving teeth 3| and being provided with a conical surface 22 for cooperation with conical surface 29. The conical surfaces are normally biased away from each other by an annularwavy spring Y I! interposed between the synchronizing element BI and the portion of gear 23 carrying the clutch teeth 21. V s

- The inner end of gear 9 on'thej [drive] driving shaft is also formed with clutch teeth 2| and extending beyond these teeth is an annular flange 35 having a conical surfaces. Mounted on this flange is an annular synchronizing element 31 having teeth 38 and being provided with a conical surface is for cooperation-with conical surface it. An annular wavy spring," normally biases the conical surfaces away fro each other.

The external surface of s1 ve 20 is provided with splines ti and slidably and non-rotatably mounted thereon is an annular member 42 interposed between the two synchronizing elements 3| and I1, said elements normally abutting member 42 as the result of action of the springs It and ll. The outer surface of member 42 is provided with splines 43 and slidably and non-rotatobly mounted 'thereon is a clutch element ll having internal teeth 45 cooperating with central portions of some of teeth I! are formed to provide conversins surfaces It with which cosplines 43 [4|]. The

ing element 21.

Still referring particularly to Figure 4, the slidable unit U comprises a member is which is arranged to slide on the splines ii of the rear.

portion is of the driven shaft. The forwardgend of this member 42 carries the internal teeth 22 previously referred to, whereby the sleeve 20 can be connected to the driven shaft when said teeth are in engagement with the teeth 2i as shown in Figure 4. The rear end of the member 48 is flanged, as indicated at El, and this flanged portion carries the previously referred to combined low and reverse gear l6. Between the gear it and the flanged portion 50- is provided a one-way clutch or coupling, generally indicated by the letterOandbestshowninFigures4and 10. This I one-way clutch is of well known construction and comprises a cylindrical internal surface 5| of the.

gear bore, a plurality of eccentrically curved surfaces 52 on the flange, and interposed sets of graduated rollers 52. Each curved surface 52 is is so arranged with respect to the cylindrical surface ii of the gear that a wedge shaped. chamber is provided into which each set of rollers 53 can be wedged. It is to be noted that these roll ers are of different sizes so that all of the rollers in each set can be effective simultaneously to provide a wedging action. A spring 54 acting through a block 55 forces each set of rollers towards a gripping condition. Bach spring it shuts at the end opposite the block against a backing portion 56 formed on the flange, and -theseportions56aisoserveasbearingmeansupon which the gear Ii rotates. With this oneway clutch t it is seen that if the gear I! isrotatedinthedirectionofthearrow driven in low speed drive. It is also apparent that if the driven shaft l2, and of course the member 49 which is splined thereto, should be driven in the direction of the arrow in Figure 10, but at a greater speed than the gear II is being driven by the gear ll of the cluster-of gears, then there will be no driving connection present between the driven shaft and gear is as the oneway clutch accommodates an over-running condition; Such a condition would exist.when the driven shaft is being driven through the sleeve Ill, either by having the clutch element 44 connected to the gearing 28 (second speed drive) as is arranged in engagement with the ball is received therein. Each outer ball I of the detent means is arranged to shown in Figure 4, or the clutch ll connected to the driving shaft (high speed direct drive ratio) as shown in Figure 8. It is apparent, therefore, that the one-way clutch provides for the gear ii to remain in mesh, but in non-driving relation, with the gear I! when either second or high speed drive is operative if power is being transmitted through the gears or clutches of such drives.

As the member 49 of the slidable unit U is moved rearwardly to the position shown in Figure 13 wherein the teeth 22 are disconnected from the teeth II of the sleeve Ill, power may be momentarily transmitted to the driven shaft through the gears l1 and I6 by the one-way clutch prior to the one-way drive action of said clutch being effectively disabled. Under such conditions, however, the one-way clutch would accommodate what is commonly termed free-wheeling" by .its over-running action in the event the driven shaft tends to rotate faster than the gear It, a condition which would be present, for example, in a "coasting-drive to the engine from the vehicle wheels. Such a free-wheeling" action may be undesirable and, therefore, novel provision is made to insure that the one-way clutch will be inoperative or "locked-out" during the establishment of low speed drive effective to drive the vehicle so that there will be positive two-way vehicular drive under all conditions between gear II and the driven shaft. I propose to accomplish this desirable feature by a novel lock-out arrangement for the one-way clutch O which will beeffective, not only when the sliding unit U is positioned to establish low speed, but also will be effective when the slidable unit U is moved to neutral or to a position wherein the gear Ii is in mesh with the idler gear II and reverse speed drive is established.

The rear portion of the splines ll of the driven shaft is arranged to be of slightly less height than the forward portion of the splines to thus establish shoulders 51, probably best shown in Figure which is an enlarged view of the structure to be described. Mounted for sliding movement on these rear portions of the splines II is a clutch or coupling element ll having teeth ll arranged to engage with internal teeth ll carried by a rearward flanged portion ll of the gear I. The teeth II and II are chamfered, as shown, in order to facilitate their engagement. The clutch element It is formed with a plurality of radial bores Ii which may be of any number and each is arranged to open between two of the teeth 5!. Within these bores are arranged double detents comprising a ball I at the outer unit U so that it high speeds 7 of Figure 10, which will be the direction of rotation in which it is driven by the gear l1, then torque will be transmitted to th member It and through it to the driven shaft. This would be the condition present when the vehicle is being 8 endoftheboraaballllattbe spring ll capable of actbalis to bias themvin opposite diof the bore is arranged to act as a stop means to limit the outward displacement ofthe ball '3. Each inner ball 04 of -a double detent means to cooperate with a recess 61 in the confronting top of the spline Ii, which recess is so positioned that the clutch element It will be shoulders II when the ngage in any V which are aredgeof the internal teeth II The balls 83- can only engage one of a plurality of recesses Cl ranged in the top carried by gear ll.

in these recesses when the teeth II and I in full engagement. Thus the balls 88 will be capable of yleidably holding the teeth in full engagement and also yieldably holding the entire clutch element attached to the gear ll of the all can move in unison as a single assembly whenever the unit is moved forwardly from either the neutral or reverse speed positions. The gear II and rollers I3 are held in position on the flange ll of member ll by a retainer Cl and. snap ring II. The retainer has a toothed outer portion to facilitate assembly through teeth 60. The toothed portion also acts as a bearing for gear I.

The recesses 81, with which the balls I oooperate, are of such depth that theycan receive a ball to a depth of about 40 percent of its diameter, whereas each recess ll is of such depth as to receive a ball I! to a depth of about 25 percent of its diameter. Thus the yieldable holding action of the clutch element II on the splines. when the element is at the shoulders II. will be of considerable value and it is possible to engage the teeth with the teeth II by moving the unit U to the right from the position shown in Figures 4 and 5 and without'any possibility of moving the clutch element It away from shoulders i1.

Whenever the teeth. 59 of the clutch element 58 are in engagement with the teeth ll of the gear I, it is seen that the gear It must always rotate "with the driven shaft and the one-way clutch will thus be positively locked out; The shoulders 51 on the splines I I areso arranged that when the clutch element II is in engagement therewith and the teeth of the clutch element II are in full engagement with the teeth on gear It, the teeth 22 on the member I! of the unit U will be disengaged from the teeth II on the end of sleeve 2. and spaced from said teeth the distances necessary to fully engage teeth 59 and ll after the chjamfered edges are opposite each other. This will be the low speed position of the sliding unit U, such low speed condition being shown in Figures 13 and 15. If the sliding unit U should be moved from this low speed positlonforwardly to the position shown in Figures 4 and 5, then the teeth ll of the gear It will be moved away from the teeth 59 on the clutch element II and become disengaged. Following this disengagement the teeth 22 on member ll of the unit will engage teeth 2|, thus directly connecting the sleeve II to the driven shaft. This will be what is to be termed the "Drive" position of the sliding unit and results in a condition wherein either second or may be established, depending upon the position of the clutch element ll which selectively controls these speeds. It is to be noted innerendofthe.

shown in Figures U to the low spee then the clutch some that durin the slidin movement oi the unit U from the low to the "Drive range that the teeth of the" gear condition with the teeth In order that there teethof these two gears the sliding unit U. the made of greater axial length than unit U is moved drive position In rearwardly from 13 clutch element 58 which was prevented initially moving therewith due to the resistance offered by the balls 4- to diseIlBagement out of their cooperating recesses 81 to eflect full engagemeat of teeth 59-60, the teeth 59- of the clutch element It will remain engaged with the teeth I on the gear it since, under such conditions, the slidingunit U will then push the clutch element 58 along the splines by member is abutting the side of the clutch element. action the balls I will be disen ged from their recesses 61 as the clutch element leaves the shoulders 51. 1 when the gear ll becomes disengaged from the gear i1, neutral condition will result, this being the neutral condition for [the entire] all drives of the transmission, as then no power can be tted therethrough. In'the event the sliding unit U is continued to be moved rearwardly after thegear It becomes unmeshed from the gear ii, the gear it will mesh with the idler gear II and this will establish reverse speed drive, which condition is shown in Figures 15, 18 and 1'1. Power can be under all conditions when reverse speed drive is established asthe gear it continues to be posited with the driven shaft, due to the the clutch element 58 by the internal teeth III of the gear it. The onet be operative during reverse speed drive.

When the'sliding unit U is moved forwardly again to cause the reverse drive to become the clutch element 58 will be insured U due to the balls 63 being engaged with the recesses 68. This is the primary function of these spring biased balls SI. The pressure engagement of these balls in the recesses 88 conditions than they are when the gearing is in low speed ratio, as indicated in Figure 14, .because each spring 6! will be additionally compressed while the balls 6| are riding on top of the splines it. The clutch element will be carried with the unit through the neutral position of the unit d drive position. If the unit should be further moved forwardly from the low speed drive to the driving range position wherein the sleeve 20 is connected to the driven shaft,

element 58 will be disengaged that the shoulders 51 will prevent it from moving with the unit which relative U with respect to the clutch element 5| will cause teeth 60 to become disconnected from teeth 59.

One side of the transmission housing l is open and this opening is closed by a plate". Toward the rear end of this plate is a terior end of which has secured thereto an arm Ii. Secured to the inner end of this shaft is an upwardly extending arm I! which has journaled in its end a shifting fork l3 engaging a groove 14 in the member 49 0f the sliding unit U. It is transmitted positively shaft III, the exposition (Figures 13 and 14) low and 14 after picking up By such by means of this unit isshifted back different positions, viz., and "Drive range speed d high shifting in its diiierent shifted positions.

flange 15 having thereth a spring pressed plunger 11 carried by the closure plate. The recesses 10 are four in number to correspend-to thefour positions of the sliding unit.

The eaternal arm 'Ii,'by which the sliding unit U is moved, is connectedto a rod It whichextends to apoint adjacent the lower end of the to an This arm is extendin parallel to the arm Ill (see Figure 19) a shift control shaft 8| steering column II and iournaled in a bracket 82. shaft 8| is arranged to have portion of the steering column with which is associated the steering wheel 83 as best shownin To the upper end of the shaft Ii is lever 8| through which The upper slidingunit U may be ferent positions under control ofthe aforementioned manual-shift lever Bl which the prior art profusely demonstrates.

the gear-shifting lever M the pointer indicates DR, as it sliding unit U will so that sleeve the driven shaft and either second or big speed drives can be obtained, depending upon sliding clutch element It for controlling the operativeness of these two speed pointer is at at the position indi- 13 and low speed drive only will If the gear-shifting lever'is popointer is at N," then the transmission will be in neutral condition with the sliding unit U at the position midway between the positions shown in Figu es 13 and 15. If the, gear-shifting lever 84 is positioned so the pointer indicates R," then the sliding unit will be at the position shown in Figure 15 and the gearing will be speed drive. 7

The control mechanism shown for obtaining second and high speed drives will now be described. In the forward end of the closure plate there is. mounted a second shaft it" (see Figures 2, 6, 'l and 8) which has secured to its-inner end is at a posicated in Figure be established. sitioned so that the groove ii of the double clutch outer end of shaft II has secured thereto a double armed shift actuating lever in Figure 11. Also, rotatably mountend of shaft II and positioned coamially between the double arm lever and the closure plate is a selecting member 83 shown in the lower end thereof is end of bearing at the upper U is effected.

The arm 93" of member 93 carries a. pin II which is adapted to be engaged by the end of a. long arm ID! of a bell-crank lever I6 pivoted to by a pin I01. The short arm yond clutch The clutch shaft I has secured thereto an upstanding arm I and pivoted to the upper end extending rearwardly to a apex 86 of [a] the selecting this rear biased to a predetermined position II! which cooperates with a flat on the link. Theplunger H1 is spring "9. v

In order that the shifting fork 90 may be yieldably held in its surface Ill backed by a The recesses converge to form a, V-shaped surface having an apex I24, this apex being positioned slightly off center with respect to the recesses as shown.

There is also shown in Figure 1 a spring I25 which is connected to arm I26 extending from the control. pedal 6 in order to hold said pedal normally released clutch engaged in its [normal] P08115011.

the cover plate 7 itted through the sleeve ding unit-U is in a. position wherein the teeth 22 of the unit are disconnected from I 2 neutral condition of the trallzsiiissionwill be present when the vehicle is par e inte vehicle can in-low-speed drive.

when the clutch islsllowed to he] engaged by releasingthepedall.- i

If,nowitisdair edtoelnploythehigherspeed drivesof'the,thepedallwillbedepressed, either to disengage the clutch or to a point beyond. .Pr'efer'ably,.there should be a full depression r ma wd to insure that double clutch element is placed in second 'speeddrive position (Figure 4) it not already there, The gear-shifting lever will then be moved from the LO position to the, indium DR position. This movement of the: gear-shifting lever will result in the sliding unite being moved to the position shown in-l'lgure 4; It will then be noted that the unit U, under such conditions, is

moved away'from the clutch element It so that thegear llisnolongerpositivelyconnectedwith the drivenshaft the'one-way clutchOlIcan] coaditionedtobeoperative. Itwillalsobenoted thatthesleevellisnow I V driven shaft by the cut of the clutch teethliandll. Thegearliwillremaininmesh with the countershai'tgear II, Theplacing of the unitUintheposition'shownin'Flgureiwill also result in the flange Ill. movable with the shaft ll, being positioned so that the-pin'lll carriedby the short arm of the hell-crank lever .i can drop into the recess I'll. This. will free the selecting member ll and the spring I! will be eifectiveto move it to the position shown in fulllines'inligurezsothat theapex st willbe positionedtoguidethepin Hi intotherecess it of the double arm lever II whenever the pedal i is subsequently released and again depressed. Upon release of the actuator pedal} the clutch will lac-mass d, and power will be transmitted to-the shllt. Since the double clutch element It is; already drive gear 23 with the'sleeve II, and the sleeve ilisdireetlyconnectedtothedrivcnshsfhitis seen that power be transmitted from the.

[drive] driving shaft through the countershaft andtothedrivensha'ftatthesecondspeeddrive. Since the countershaft is always driven from the driving shaft, the combined low and'reverse gear I! will continuetoherotatedsinceit remains in mesh with countershaft gear ll. However, since the driven shaft will be drivenat a greater speed than thegear It can be driven by the countershaft gear. the one-way clutoh 0 will be effective to te the gear I to f'freedireetlyconnectedtothe 14 the position shown in Figure 8, and consequently the sleeve 2| will be directly connected to the driving shaft. Release of the pedal 8 will now result in re-engagement of the clutch and'the driving of the vehicle in high speed drive, which will be a direct drive connection. between the driving shaft I and-the driven shaft l2, due to the fact that the sleeve is directly connected to both shafts. In this, high speed drive the low speed gear it will free-wheel" in the same man-' ner as it does when second speed drive is operative.

During the cycle of speed change from low speed, as when a higher speed two-way drive is-- established, the low speed two-way drive is rendered inoperative to ovemm automatically in nse to the establishment of the higher speed two-way drive; Thus, the low speed twoway drive is rendered inoperative, and overruning operation is eflectiv'e by automatic operation prior to -positive engagement of a higher speed two-way drive.- During this cycle of speed change, a one-way low speed drive could becomemomentarily. operative, but noteflective as a vehicular drive, prior to the positive engagement-of either intermediate or high speed. Howconneetingthesccondspeedever, it will be appreciated. that the one-way clutch connection between the gear I6 and the member 49 splined to the shaft II is never a vehicular driving connection whereby torque is transmitted thereby from the driving shaft 8 to the driven shaft ll of the transmission mechanism. The overrunning clutch O of the present invention functions only as a means for accommodating a relative idle overrunning action between the member 48 and the gear It to prevent demeshlng of the gear It from the countershaft gear l'l while higher speeds; viz, second high. are selectively rendered operative. function results in the advantageous gear shifting action hereinbefore described to obtain rapid change-speed operation without incurring the disadvantageous, and often dangerous, inherent features of free-wheeling as a vehicular drive.

When high speed drive is operative and it should be desiredlto again obtain second speed drive, [all thatneed be done is] it is only necesson! to fully depress the pedal i beyond clutch wheel" and there will be no interference caused thereby, even though it is still meshed with the toobtainthishlgherspeed disengaging position and release it. This will result in the pin llt riding intothe recess ill of the double arm lever and shifting the double clutch element ll rearwardly to the position shown in Figure 4. As the double arm lever I2 is rotated to the position shown in Eigure 2, the selecting cam will move with it due to the spring connection it! and the apex 98 will then be set so that a subsequent depression of the clutch pedal 6 following its release will again result in [the obtaining of] reactivatinq high speed drive. If, at any time when driving in either-second or high speed drives, it is desired to return to low drive, it will only be necessary to depress the pedal 6 and then move the gear-shifting lever to the L0 position. This will result in arm lever I! is rotated the selecting member ll willberotatedwithitandthustheapexliofthe V-shapedcamwillbesetinthepositionshown inl 'igure 'l. The'positioning of the double arm leverinthepositionshowninllgure'lwill resultinthedmbleclutehelementllbeing shiftedfromthepositionshowninl 'iguretto the sleeve Zll being disconnectedfro'm the driven shaft -by a rearward movement of the sliding unit U and the gear l6 positively connected to the driven shaft by the clutch element 58 'as indicated in Figure 14.

If it should be desired to neutralize the transmission when either low, second, or high speed drive is operative, then this can be accomplished very readily by disengaging the engine clutch i and moving the hand lever II to the N"-position; This will move the sliding unit rearwardly to its medial position wherein the gear I6 is out of mesh with the gear l1 and also out gear-shifting lever to the R position which will move the sliding unit U, together with the clutch element 58, to the position shown in Figure 15 wherein the gear 15 will engage the idler gear l8 and thus establish reverse speed-drive which may now be employed in reversing the vehicle when the engine clutch 5 is again engaged. Since the teeth of clutch element 58 remain engaged with the internal teeth 60 of the gear it when reverse speed drive is established, this drive will also have a two-way positive drive. Neutral condition of the transmission is again obtained from reverse speed drive by depressing the pedal 6 and moving the gear-shifting lever to the N posi-v tion. This will move the sliding unit U forwardly so that the gear I6 is out of mesh with the reverse idler gear, but not in mesh with the countershaft gear I'l.v As the unit U is moved forwardly the clutch element 58 will be carried with it, due to it being yieldably locked to the gear l6 by the functioning of the spring pressed balls 63 which are engaged with the internal teeth recesses 68. This engaged condition of the clutch element 58 and the gear l8 wil1 prevail until the shoulders 51 of the splines ii are engaged by the clutch element and the unit U is moved forwardly therefrom.

From the foregoing description of my improved variable-speed transmission together with the control means, it is believed to be apparent that the various speed drives can be ob tained quickly and with a minimum number. of personal operations. If the vehicle is to be started in low speed drive, the gear-shifting lever need only be moved to two different positions.

from its neutral position to obtain all three forward speed ratios and bothof these positions are obtained by a movement of a lever preferably in a single plane as illustrated for example, however, this lever may be operated in different planes for controlling the transmission in a similar manner as is well known in conventional practice. If the motor vehicle is to be started in second speed drive, then the hand lever 84 need only be set in one position; namely the DR position and it can remain there as long as only second and'high speed drives are desired, these drives being obtained merely by depressing and releasing the pedal 6, as by way of example, or by two-way clutch effective whenever the transmission is condi-,

. is found desirable. It

operative. This over-running arrangement. forthe low speed gear, however, will not be effective when low speed drive is established as the one-H way clutch is positively locked out and the gear Ii connected to the driven shaft by means of the SI. This two-way clutch also is tioned for reverse speed drive. The arrangement of the positive clutch 58 for the combined low and reverse 'gear accommodates easy and posis tive engagement whenever this engagement is desired as a result of movingthe sliding unit U from the position shown in Figure- 5 to the posief tion shown in Figure 14. This easy engagement is further facilitated by the chamfering of the inter-engaging teeth as and is. It is also t be,

noted as a special feature of the transmission and its control means eration of equivalent actuating means before the gear-shifting lever 84 is placed in its "DR position. r

In the transmission and therefor,

used with other gear arrangements where it is desired to maintain a sliding gear meshed with that otheractuating means can be employed than those shown for controlling the double 'clutch element 44 and the low-reverse sliding unitU in the particular transmission shown and described. It is also possible and practical to incorporate the illustrated lock-up means it on the opposite side of the sliding unit gear if such will, therefore, be understood that modiflcationsand variations may be effected without departing from the scope of the novel concepts of the present invention.

I claim as my invention:

1. In a variable-speed transmission, a driven shaft, a gear surrounding the shaft and slidably supported thereby and adapted to be driven by a meshed condition with another gear, an overrunning clutch operably interposed between the gear and the driven shaft, two-way drive con- ='nect1ng means between the gear and the driven other equivalent actuating means hereinbefore referred to. The double sliding clutch element for obtaining the two higher speed drives has associated therewith synchronizing means and,

therefore, the shifting operations to obtain these mp d b my el. i i unit which pro-.-

Also, with the improved trans shaft, and means for driving 'the driven shaft at a speed differing from that at which the driven shaft can be driven through the slidable gear, said two-way drive connecting means and said last-named means being controlled by sliding movement of the gear and being selectively operable at two positions of the gear, the each position having a meshed condition with another gear and being driven thereby.

2. In a variable-speed transmission, a driven shaft, a memberv slidably and non-rotatably mounted thereon, a gear carried by the member,

a one-way clutch perably incorporated between the gear and. member, means for driving the gear, means operable while the gear is being driven and the member is moved to one pomtion for connecting the gear to the driven shaft for two-way positive drive, and means operable while; the geanisbeing'driven andthemember that whenever the higherspeed drives'are desired, the lowest of said higher speed drives, namely, second speed drive, will, always be made operative first. This is insured by a full depression of the clutch pedal 6 or opcontrol [therefore] shown by way of example, I have dlsclosed particular structure wherein my im- I proved sliding unit U and lock-up means is em bodied, but it is to 'be understood'that it may be sense 11 is moved to another position for driving the drivenshsftatahigherspeedthantheshaft can be driven by the gear. said two-way positive drive connectionbeing inoperative in the said the member and gear, and means for connecting and disconnecting the member to the element driven by the driving shaft by a sliding movement of the member and while the gear thereon remains meshed with the first-named gear.

4. In a variable-speed transmission, a driving shaft, a driven shaft, an element driven by the at different speeds including a shiftable member, means for controlling the shiftable member, conditioning means for the control means which when operative will [permit] enable the con trol means to cause the two speed ratios to be selectively operable. a gear driven by the driving shaft, a member slidably and non-rotatably mounted on the driven shaft, a gear mounted on the member for sliding movement therewith and for meshing engagement with a first-named gear. a one-way clutch opcrablu incorporated between the member and gear, means for connecting and disconnecting the member [to the] and element driven by the driving shaft by a sliding movement of the member and while the gear thereon remains meshed with the firstnamed gear, and means for causing the conditioning means to-be operative only when the 18 means to be operative to selectively establish the said two different drive ratios at which the sleeve can be driven.

. 7. In a variable-speed transmission, a driving shaft, a driven shaft, a gear driven by the driving shaft, a member slidably and non-rotatably mounted on the driven shaft, a gear mounted on the member forsliding' movement therewith and. arranged to mesh with the first-named gear, a one-way clutch operably incorporated between the member and second-named gear, a toothed clutch element carried by the driven shaft, and toothed clutch means carried by the gear mounted on the member and arranged to engage the toothed clutch element, said toothed clutch element being so associated with the driven shaft and the slidable member that it can be engaged with and disengaged from the gear clutch teeth when the member is moved to two different posizo tions at both of which the gears are in meshed driving shaft, means for driving said element condition.

8. In a variable-speed transmission, a driving shaft, a driven shaft, a gear driven by the ,driving shaft, a member slidably and non-rotatably mounted on the driven shaft, a gear mounted on the member for sliding movement therewith and arranged to mesh with the first-named gear, a one-way clutch operably incorporated between the member and second-named gear, a toothed clutch element carried by the driven shaft,

toothed clutch means carried by the gear mounted on the member and arranged to engage the toothed clutch element, said toothed clutch element being so associated with the driven shaft and the slidable member that it can be engaged with and disengaged from the gear clutch teeth when the member is moved to two different positions at both of which the gears are in mesh, a second gear driven by the driving shaft for element driven by the driving shaft is connected 0 meshin engagement with the sliding gear by a to the driven shaft.

5. In a variable-speed transmission, a driving shaft, a driven shaft. a gear driven by the driving shaft, a gear mounted on the driven shaft and capable of meshing with the first gear, twoway connecting means separate from the gears for driving the driven shaft from the driving shaft atagreaterspeedthanthedrivenshaft can be driven by the meshed gears, a one-way clutch means opcrably incorporated between the gear mounted on the driven shaft and said driven shaft, means providing two-way connection between said driven shaft gear and the driven shaft, and slidable means movable without unmeshing the gears for selectively causing both two-way connections to be operative.

6. In a variable-speed drive transmission, a driving shaft, a driven shaft, a gear driven by the driving shaft, a gear mounted on the driven shaft and capable of meshing with the first-named m gear, a sleeve on the driven shaft, means for driving the sleeve at a different drive ratio from the driving shaft. control means therefor, twoway connecting means separate from the gears for connecting and disconnecting the sleeve to u and from thedriving shaft, a one-way clutch means operably incorporated between the gear mounted on the driven shaft and said driven shaft, means providing two-way connection between ssid driven shaft gear and the driven shaft, slidable means movable without unmeshing the gears for selectively causing both twoway connections to be operative, and means operable when the first-named two-way connecting 5 ment with the toothed clutch means on the sliding gear when said second-named gear is moved to mesh with the said second gear driven by the driving shaft.

9, In a variable-speed transmission, a driving shaft, a driven shaft, an element driven by the driving shaft, means for driving said element at different speeds including a shiftable member.

' means for shifting the member including selecting means, a gear driven by the driving shaft, a

55 member slidably and non-rotatably mounted on the driven shaft, a gear mounted on the member for sliding movement therewith and formeshing engagement with the first-named gear, a oneway clutch operably incorporated between the sliding member and second-named gear, means for connecting and disconnecting the sliding member and the element driven by the driving shaft by a sliding movement of the member and 'while the gear thereon remains meshed with the first-named gear, and means for conditioning the selecting means for operation onlywhen the element driven by the driving shaft is connected to the driven shaft.

.10. In a variable-speed transmission, a driving shaft, a driven shaft, a countershaft driven from the driving shaft, a gear on the countershaft, a v member slidably and non-rotatably mounted on the driven shaft, a gear mounted on the member and slidable therewith to meshed and unmeans is established for conditioning the control m sh d posit ns w th the gear or the counter- .shaft, a one-way clutch operably incorporated between the aforesaid slidable gear and member, an element driven'from the driving shaft, means for two way clutching the element to the member, and means for two-way clutching the gear mounted on the member to the driven shaft. said last-named two-way clutching means being made operable by the sliding movement of the member to two diiferent positions while the gear thereon remains in mesh with the countershai't gear.

11. In a variable-speed transmission, a driving shaft, a driven shaft, a countershaft driven from the driving shaft, a gear on the countershaft, a member slidably and non-rotatably mounted on the driven shaft, a gear mounted on the member and slidable therewith to meshed and unmeshed positions with the gear of the countershaft, a one-way clutch operably incorporated between the aforesaid slidable gear and member, an element, means for selectively driving said element from the driving shaft at different speeds, means for controlling said selecting means, means for two-way clutching the element to the member, means for two-way clutching the gear mounted on the member to the driven shaft, said lastnamed two-way clutch means being made operable by the sliding movement of the member to two different positions while the gear thereon is in mesh with the countershaft gear, and means for conditioning the controlling means for the selecting means for operation when the firstnamed two-way clutching means is made operative.

12. In a variable-speed transmission, a driving shaft, a driven shaft, a countershaftdriven from the driving shaft, a gear on the countershaft, a reverse idler gear driven by the countershaft, a member slidably and non-rotatably mounted on the driven shaft, a gear mounted on the member and slidable therewith to meshed and unmeshed positions with the gear of the countershaft and with the reverse idler gear, a one-way clutch operably, incorporated between the aforesaid slidable gear and member, an element driven from the driving shaft, means for two-way clutching the element to the member, means for two-way clutching the gear mounted on the member to the driven shaft, said last-named twoway clutching means being made operable by the sliding movement of the member to two difierent positions while the gear thereon remains [in mesh] enmeshed with the countershaft gear, and means for maintainin said last-named two-way clutching means operative when the member is moved to unmesh the gear mounted thereon from the countershaft gear and mesh it with the idler gear.

13. In a variable-speed transmission: a driving shaft; a driven shaft; a sleeve rotatably mounted on the driven shaft; means for selectively driving the sleeve at different speeds from the driving shaft; a member slidablyand non-rotatably mounted on the driven shaft; a gear mounted on the member for movement therewith; a one-way clutch operably incorporated between the member and the gear; a gear driven by the driving shaft and arranged for meshing engagement by the gear mounted on the member; and means operable while the gear on the member is meshed with the last-named gear and said member is in one position for establishing a two-way connection with the driven shaft, and while said member is in another position with the gears remaining meshed for establishing a two-way connection between the member and the sleeve.

14, In avariable-spee'd transmissioni adriving shaft; a driven shaft; a sleeve rotatably mounted on the driven shaft; means for'selectively driving the sleeve at different speeds from the driving one position for establishing a two-way connec-'- tion with the driven shaft, and while said member is in another position with the gears remaining meshed for establishing atwo-way connection between the member and the sleeve; and means operable when the member is in the last-named position for conditioning for operation the means for selectively driving the said sleeve at different speeds.

15. In a variable-speed transmission: a driving shaft; a driven shaft; a sleeve rotatably mounted on the driven shaft; means for selectively driving the sleeve at different speed ratios from the driving shaft; means for controlling said driving means; a member slidably and non-rotatably mounted on the driven shaft; a gear mounted on the member for movement therewith; a one-way clutch operably incorporated between the mere her and the gear; a gear driven by the driving shaft and arranged for meshing engagement by the gear mounted on the member; means operable while the gear on the member .is-meshed with the last-named gear and said member is in one position for establishing a two-way connection with the driven shaft, and while said member is in another position with the gears remaining in mesh for establishing a two-way connection between the member and the sleeve; and means for preventing the controlling means from being effective to cause the sleeve to be driven at different speed ratios from the driving shaft except when the member is in a position to establish a two-way connection between the slidable member and the sleeve.

16. In a variable-speed transmission, a [drive] driving shaft, a driven shaft, a gear driven by the [drive] driving shaft, a reverse idler gear driven by the [drive] driving shaft, a member slidably and non-rotatably mounted on the driven shaft, a gear mounted on the member for sliding movement therewith and selectively capable of being meshed with the first-named gear and the idler gear by sliding movement of the member, a one-way clutch operably incorporated between the member and the thirdnamed gear mounted thereon, a clutch element having clutch teeth and slidably and non-rotatably mounted on the driven shaft, clutch teeth carried by the third-named gear, means for engaging and disengaging the clutch teeth of the [first-named] third-named gear and the clutch element when the member is moved between two positions at both of which the [firstnamed] predetermined third-named gear is meshed with the first-named gear driven by the driving shaft, and means for causing said teeth of the third-named gear and the clutch element to remain in engagement [and] so that the element [to] can move as a unit with said third-named gear and member when simultaneously moved to and from a third predeter-' mined position wherein said third-named gear is meshed with the idler gear, and means for slidably movinu said member.

1'1. In a "ble-speed transmission. a [drive] driving shaft, a driven shaft, a gear driven by the [drive] driving shaft, a reverse idler gear driven by the [drive] driving shaft, a member slidably and non-rotatably mounted on the driven shaft, a gear mounted on the member for sliding movement therewith and selectively capable of being meshed with the flrst-named-gear and the idler gear by sliding movement of the member, means for sliding said member, a oneway clutch operably incorporated between the member and the third-named gear mounted thereon, a clutch element having clutch teeth and slidably and non-rotatably mounted on the driven shaft, clutch teeth carried by the thirdnamed gear, means for en agin and disengaging the clutch teeth of the third-named gear and the clutch element when the member is moved between two predetermined positions-at both of which the [first-named] third-named gear is meshed with the first-named gear driven by the driving shaft, and means for causing said teeth of the [first-named] third-named gear and the clutch element to remain in engagement [and] so that the element [to] can move as a unit with said third-named gear and member when simultaneously moved to and from a position wherein said third-named gear is meshed with the idler gear, said last-named means comprising yieldable detent means carried by the element and operably cooperating with said third-named gear.

18. In a variable-speed positive drive transmission, a [drive] driving shaft, a driven shaft, [an] a connectible element driven by the driving shaft, means for driving said element at two different speeds including a shiftable member, actuating means for shifting said member, conditioning means for selectively controlling the actuating means to establish the two speeds when actuated, a gear driven by the [drive] driving shaft, a reverse idler gear driven by the [drive] driving shaft, a member slidably and non-rotatably mounted onthe driven shaft, a gear mounted on the member for sliding movement therewith and selectively capable of being meshed with the first-named gear and the idler gear by sliding movement of the member, means for sliding said member, a one-way clutch operably incorporated between the member and the thirdnamed gear mounted thereon, a clutch element having clutch'teeth and slidably and non-rotatably mounted on the driven shaft, clutch teeth carried by the third-named gear, means for en-' gaging and disengaging the clutch teeth of the third-named gear and the clutch element when the member is moved between two predetermined positions at both of which the third-named gear on said member is meshed with the first-named gear driven .by the driving shaft, means eflective for connecting the flrstenamed element [which is capable of being driven at two speeds with the driven shaft when the sliding member is in the position disengag when the slidable member is in the aforementioned disengaged position with respect to the aforesaid clutch teeth, means for causing said teeth of said thirdnamed gear and the clutch element to remain in engagement [and] so that the clutch element [to] can move as a unit with said third-named gear and member when-simultaneously moved to and from a third pr determined position wherein said third-named gear is meshed with the reverse idler gear, and means for causins vl9. In a variable-speed drive transmission, a

driven shaft. a gear surrounding the shaft and slidably supported thereby and adapted to be driven by a meshed condition with another gear,

means forvdriving the driven shaft in one direction only by means of the gears when in meshed condition and including a one-way clutch, means for driving the driven shaft at a different drive ratio than the drive ratio it can be driven by the meshed gears and one-way clutch, and means for controlling the establishment of the said different drive ratio by a sliding' movement of the slidable gear while maintaining its meshed condition with said other gear.

20. In a variable-speed drive ion, a driven shaft, a gear surrounding-the shaft and slidably supported thereby and adapted to be driven by a meshed condition with another gear, means for driving the driven shaft in one direction only by means of the gearswhen in meshed condition and including a one-way clutch, means for driving the driven shaft at a different drive ratio than the drive ratio it can be driven by the meshed gears and one-way clutch, means for establishing a two-way drive connection between the slidable gear and the driven shaft, and means for controlling the establishment of the said' different drive ratio and the two-way drive con nection selectively by a sliding movement of the slidable gear to two positions in eachoi which the slidable gear has a meshed condition with the said other gear.

21. In a variable-speed tion, a driving shaft, a driven shaft, a gear surrounding the driven shaft and slidably supported thereby, a countershaft driven by the driving shaft, a gear mounted to rotate with the countershaft driven by the driving shaft and with which the slidable gear is meshable, means for. driving the driven shaft in one direction only by means of the gears when in meshed condition including a one-way clutch, a sleeve on the driven shaft, means for driving the sleeve at different speeds from the driving shaft, and positive clutch means for connecting the sleeve to the driven shaft controllable by a sliding movement of the sliding ear on the driven shaft, said positive clutch means being selectively operative during meshed condition of the sliding gear with the countershaft gear.

22. In a gear transmission, parallel shafts, a gear mounted on one shaft for rotation, a gear surrounding the other shaft and slidably supported thereby, means operable for sliding said slidable gear to two different axial positions on the said other shaft in each of which it is in meshed relation with the first-named gear, means for operably establishing an overrunning relative movement between the slidable gear and the shaft upon which it is supported when said slidable gear is in one position, means for establishing a two-way drive connection between the slidable gear and the shaft upon which it is supported when the said slidable gear is in its other position, and additional gears on said parallel shafts for establishing driving relation therebetween, with the overrunning relative movement between the slidable gear and the shaft upon which it is supported accommodating such driving relationby virtue of said additional gears means to be operative to selecwithout demeshing said first-named gear.

23. In a gear transmission, parallel shafts, a gear mounted on one shaft for rotation, a gear surrounding the other shaft and slidably supported thereby, means for operably sliding said slidable gear to three different axial positions on the said other shaft in two of which positions it is in meshed relation with the first-named gear and, the other positions of which it is demeshed from said first-named gear, means for operably establishing an overrunning relative movement between the slidable gear and the shaft upon which it is supported when said slidable gear is in one of the two aforesaid meshed positions, and mean for converting said overrunn'ing movement into a two-way drive connection between the slidable gear and the shaft upon which it is supported when the said slidable gear is operated by said sliding means to its other meshed or the demeshed position.

24. In a variable-speed transmission, a shaft, a member slidably and non-rotatably mounted on the shaft, a gear on the member, a one-way clutch connection operably incorporated between the gear and member, a. parallel shaft, a gear slidable gear and said mounted on said parallel shaft and capable of being in meshed relation with the first-named gear when the latter and the member are moved as a unit, and means operable by sliding movement of the member and the gear thereon to two different positions, in both of which the gears.

remain in mesh, for establishing in one position a two-way drive from the gear on the first-named shaft to said shaft and for establishing in the other position a two-way drive to the slidable member independently of the gears.

25. In gearing, a splined shaft, a member slidable on the splines and rotatable with the shaft, a gear mounted on the member for movement therewith and being provided with clutch teeth, a one-way clutch operably incorporated between the gear and member, a second member slidable on the splines of the shaft and having clutch teeth for cooperation with the gear clutch teeth, and detent means associated with the secondnamed member and the shaft preventing said member from sliding movement on the shaft during movement of the gear to bring the clutch teeth into inter-engaging reiation while accommodating movement of the second-named memable on the splines and rotatable with the shaft;

a gear mounted on the member for movement I therewith and being provided with clutch teeth;

ber with the gear as a unit after said inter-,

engaging relation is established.

26. In gearing: a splined shaft; a member slidable on the splines and rotatable with the shaft; a gear mounted on the member for movement therewith and being provided with clutch teeth; a one-way clutch operably incorporated between the aforesaid gear and member; a second member slidable on the splines of the shaft and having clutch teeth for cooperation with the gear clutch teeth; shoulder means on the shaft to limit the movement of said second member in one direction only; detent means operably incorporated between the second-named member and the shaft for preventing said member from sliding movement on the shaft in a direction away from the shoulder means during movement of the gear to bring the clutch teeth into inter-engaging relation, and for releasing the second-named memher for movement with the gear as a unit after said inter-engaging relation is established; and yieldable means for releasably maintaining the clutch teeth in inter-engaging relation during movement of the second-named member and the a one-way clutch operably incorporated between the aforesaid gear and member; a second member slidable on the splines of the shaft and having clutch teeth for meshable cooperation with the gear clutch teeth; shoulder means on the shaft to limit the movement of said second member in one direction only; detent means operably incorporated between the second-named member and the shaft for preventing said member from sliding movement on the shaft in a direction away from the shoulder means during movement of the gear to bring the clutch teeth into inter-engaging relation, and for releasing the second-named member for movement with the gear as a unit after said inter-engaging relation is established, said detent means being effective to maintain the clutch teeth in the aforesaid inter-engaging relation during movement of the second-named member and the gear in either direction from or toward the said shoulder means.

28. In an automotive variable-speed positive drive gear transmission, a driving shaft, a driven shaft, a sleeve rotatably mounted on the driven shaft, means for selectively driving the sleeve at two different forward speeds from said driving shaft, a member having a gear mounted thereon drivingly connected thereto by one-way clutch means operably incorporated therebetween, said member being slidably and non-rotatably mounted on said driven shaft, means for selectively driving said gear at a third different forward speed from the driving shaft, a clutch element slidably and non-rotatably mounted on said driven shaft for operably locking-out said oneway clutch means, means for selectively connecting said sleeve to said driven shaft, and the gear mounted on the member to said clutch element by slidably operating said member to two positions in either of which the gear mounted on the member remains meshed with the aforesaid driving means therefor, actuating means for causing said first-named speeds to be selectively established, and means operable independently of said last-named means for selectively sliding said gear member to the two positions aforesaid to cause the third speed to be established and to condition said last-named means for selective operation.

29. In a variable-speed power transmission: a shaft; a gear slidably mounted thereon; a parallel shaft; a gear mounted on said parallel shaft for rotation, said gears being arranged for meshed relation; means operable by sliding movement of the first-named gear for establishing a two-way drive connection between said shafts through the meshing of said gears; means including additional meshable gears on said shafts for driving the first-named shaft at a different speed to that effective when torque is transmitted through said first-named gear and said second-named gear; means for accommodating said last-named drive by sliding movement of said first-named gear without unmeshing said first-named gear and said second-named gear, said means including an overrunning clutch; and means operable for sliding said first-named gear while retaining the same in meshed relation with said second-named gear.

30. In change-speed gear two-way drive power transmissions; a driving shaft; a driven shaft; a plurality of gear sets for connecting said shafts in variant relative forward driving speed relation and including an element selectively shiftable from a neutral position into first and second positions of uninterrupted meshing engagement with one of said gear sets for establishing in part a first speed forward drive, and for conditioning the transmission for forward drive in at least two different higher speed drives, respectively; personally-controlled means for shifting said element; one-way coupling means operably incorporated in said one gear set including a positive coupling normally connected in parallel relation to said element in first meshing position for completing the first speed drive, and Operatively disconnectible from said element in second meshing position for rendering said one-way coupling means operative to overrun to disable the first speed drive; means operable for releasably maintaining said element and positive coupling c nnested in first meshing position, and for accommodating operative disconnection thereof in secnd meshing position; means eflective in response to shifting said element to its second meshing position for causing said last-named means to disconnect the positive coupling from said element to enable said one-way coupling means to operatively overrun and disable the first speed drive; a clutch member common to said higher speed drives and cooperatable with a clutch member carried by said element to condition said higher speed drives for selective establishment by connecting the same to the driven shaft when said element is shifted into its second meshing position; and actuating means including a movable member operable for selectively connecting the gear sets of the higher speed drives to establish said drives with the said element shifted into second meshing position. v

31. In power transmissions according to clain 30 in which shifting of said element to neutral (demeshed) position with respect to the said one gear set, neutralizes all three forward speed drives to render forward driving through said transmission ineffective.

32. In power transmissions according to claim 30 in which said one-way coupling means comprise a series of graduated circumferentially spaced rollers operatively interposed between the shiftable element and driven shaft, and in which the positive c upling is slidably splined on the driven shaft and includes a toothed element movable into and out of interengaging relation with a cooperating toothed element carried by the shiftable element.

33. In power transmissions according to claim 30 in which the positive coupling is operated into connecting and disconnecting relationship with said shiftable element to render said one-way coupling means inoperative and operative, in response to shifting said element from first to sec- I a shoulder defined by mergence of two different diameters of said driven shaft, said positive coupling operatively engaging said shoulder when said shiftable element is shifted to its second meshing position as aforesaid, to thus render said one-way coupling means operative to overrun.

36. An automotive torque changing positive drive mechanism including: a driving shaft; a driven shaft; a countershaft; and selectively engageable elements providing a plurality of forward drive torque transmitting connections between said driving and driven shafts, and through said countershaft at different ratios, said torque transmitting connections including: av clutch member slidably splined on the driven shaft for rotation therewith; a gear slidable with the clutch member; a one-way coupling operably incorporated between the slidable gear and clutch member to accommodate relative rotation therebetween; a gear fast on the countershaft and adapted to accommodate two positions of uninterrupted meshing relation with said slidable gear; a positive coupling operably associated with said slidable gear and slidably splined on the driven shaft for rotation therewith; a releasable connection between said slidable gear and positive coupling operable to enable said coupling to slide in connected relation with the slidable gear to one of its meshing positions to establish a certain drive connection wherein said one-way coupling is inoperative, and to accommodate independent sliding movement of said slidable gear with respect to said positive coupling to disconnect the same when said slidable gear is moved to its other meshing position wherein said oneway coupling i operative to overrun and disable the first drive connection; an independent clutch member common to the other drive connections and adapted to clutch the first-named clutch member when said slidable gear is in its other meshing position to condition said other drive connections for selective establishment; actuating means including a movable selector member for establishing said other drive connections; and personally-controlled means for sliding said slidable gear.

37. The torque changing drive mechanism according to claim 36 including a housing therefor References Cited in the file of this patent the original patent I. NITED STATES PATENTS Number Name Date 1,886,003 Garrison Nov. 1, 1932 1,901,283 Burtnett Mar. 14, 1933 1,902,618 Burtnett Mar. 21, 1933 1,930,072 Barton Oct. 10, 1933 1,931,755 Drexler Oct. 24, 1933 1,950,110 Hartsock Mar. 6, 1934 1,950,844 Forster Mar. 13,1934 1,958,607 Burtnett May 15, 1934 1,966,296 Isham July 10, 1934 2,261,898 Barkeij Nov. 4. 1941 

